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The first turbocharged GTS · 2017-2019

Porsche 991.2 Carrera GTS buyer’s guide

More punch, more torque: prices, weak points, checks and a checklist, so you can judge condition, history and options with confidence.

GTS vs Carrera S Weak points Options Running costs Market prices Conclusion & recommendation

The start of a new era

The first turbocharged GTS

The Porsche 911 Carrera GTS of the 991.2 range marks the start of a new era: it was the first turbocharged GTS. Introduced in January 2017, it replaced its predecessor’s legendary 3.8-litre naturally aspirated engine with an entirely new 3.0-litre twin-turbo flat-six . At 450 PS and 550 Nm it offered 20 PS and a full 110 Nm more than the 991.1 GTS.

The secret of its success: it combines the wide body, centre-lock wheels and the full GTS package with a turbocharged engine that feels noticeably more assured and more flexible day to day. The 991.2 GTS uses larger turbochargers than the Carrera S and counts as the sweet spot of the 991.2 range. As the last GTS available with a seven-speed manual, it also bridges purism and the modern car.

450 PS

3.0-litre twin-turbo, 550 Nm

3.6 s

0-100 km/h (PDK with Sport Chrono)

312 km/h

Top speed

Wide body

Centre lock as standard

More than just 30 PS extra

What sets the GTS apart from the Carrera S

The twin-turbo flat-six, tuned for the GTS

450 PS · 550 Nm · 9A2 Evo (MDC.JA)

The same 3.0-litre twin-turbo flat-six (9A2) as the Carrera S, but with larger turbochargers
Revised software and recalibrated boost control
550 Nm from as low as 2,150 rpm, on a plateau to 5,000 rpm
Revs to 7,500 rpm, with noticeably more punch than the S

Suspension and equipment

Wide body · Alcantara · PTV Plus as standard

PASM as standard, sports suspension (10 mm lower) optional, rear-axle steering optional
PTV Plus (torque vectoring with a mechanical limited-slip differential) as standard
The wide body (44 mm) on every variant, the Sport Design package, black detailing and four-point LED daytime running lights
The Alcantara package, GTS lettering, Sport Chrono as standard, the sports exhaust as standard, and the 918-inspired mode switch on the steering wheel

Carrera S against Carrera GTS (991.2)

Feature	Carrera S (991.2)	Carrera GTS (991.2)
Power	420 PS	450 PS
Torque	500 Nm	550 Nm
Turbochargers	Standard size	Larger turbochargers
0-100 km/h (PDK with Sport Chrono)	3.9 s	3.6 s
Top speed	306 km/h	312 km/h
Body	Narrow (C2) / wide (C4)	Always wide
Wheels	Five-bolt 20-inch	Centre-lock 20-inch
Sport Chrono	Optional	Standard
PTV Plus	Optional	Standard
Sports exhaust	Optional	Standard
PASM	Standard	Standard
List price when new (2017)	from about €120,100	from about €131,000

The five GTS variants at a glance

Model	Drive	0-100 km/h (PDK with Sport Chrono)	List price from (2017)
911 Carrera GTS Coupé	Rear-wheel drive	3.6 s	approx. €131,000
911 Carrera GTS Cabriolet	Rear-wheel drive	3.8 s	approx. €144,100
911 Carrera 4 GTS Coupé	Four-wheel drive	3.5 s	approx. €137,700
911 Carrera 4 GTS Cabriolet	Four-wheel drive	3.7 s	approx. €150,800
911 Targa 4 GTS	Four-wheel drive	3.7 s	approx. €152,400

Every variant has the same 450 PS twin-turbo engine. The differences are in the body and the drivetrain.

Specialist knowledge

Weak points: the water pump, the turbo actuator and the rest

The 991.2 GTS is fundamentally sound, but the twin-turbo engine brings risks of its own.

The water pump: the 991.2’s main problem +

The water pump is the most frequently documented problem across the whole 991.2 range. Early cars (model year 2017) are affected in particular.

Symptoms: Loss of coolant, a warning in the instrument cluster, a pool of coolant under the car after it has been parked. At worst, overheating
Cause: The coolant pump seal fails. Some owners report being on their third or even fourth pump. Porsche revised the pump in later production batches
Cost: €1,500-2,500 to replace. Porsche has made goodwill contributions on some cars

A practical tip: On the test drive, get the engine warm, then park and look underneath. Ask about the service history and whether the pump has already been replaced. Cars from around mid-2018 are affected less often.

The turbo actuator and wastegate: the expensive risk +

The wastegate actuator controls boost pressure. If it seizes or wears, it gets expensive.

Symptoms: A metallic rattle on a cold start, uneven boost, loss of power, warning lights (engine management, PSM, all-wheel drive)
Cause: Heat cycling and corrosion can seize the actuator mechanism, after which the wastegate valve no longer closes properly
Cost: The actuator cannot be replaced on its own: the whole turbocharger has to go. On the GTS, with its larger turbochargers, that is €5,000-7,000 per side, or €10,000-14,000 if both fail

A practical tip: On the test drive, listen for even boost. Watch the cold start: is there a metallic rattle? Take the engine up the rev range at a standstill and check that boost builds cleanly.

Centre-lock wheels: a blessing and a curse +

As on the 991.1 GTS, the 20-inch centre-lock Turbo S wheels are standard. They look spectacular but ask something of you day to day.

Maintenance: Changing a wheel needs a special torque wrench (600 Nm), a second person on the brake pedal and the correct paste for the hubs. Done wrongly, damage follows
Risk: Inexperienced tyre fitters damage the hub and the lock nut, and replacements are extremely expensive. Check whether the tool is in the car and whether the hubs have been looked after
An alternative: Some owners run a second set of five-bolt wheels in winter, which spares the centre locks

Transmission: PDK vs 7-speed manual +

The 991.2 GTS is the last GTS that could be ordered with a manual gearbox, which makes the manual a potential collector car.

Seven-speed manual: rarely ordered (an estimated under 20 per cent of production), dependable and direct to drive. In normal use the clutch lasts more than 100,000 km. Manuals command clear premiums on the used market
Seven-speed PDK: faster, more comfortable and far more common. But the mechatronics unit can fail, after which Porsche often replaces the whole gearbox (€10,000-15,000). Specialists can sometimes repair it for less. Regular oil changes are essential
From an investment point of view: the manual 991.2 GTS is the last turbocharged GTS with a manual gearbox. From the 992.2 GTS onwards there is only PDK, which will make it a sought-after car over the long term

The tuning risk: the 9A2 engine is temptingly easy to modify +

The 991.2’s twin-turbo engine responds extremely well to a remap, which is both a blessing and a curse.

The potential: a simple remap can take the GTS from 450 PS to 500-600 PS with no internal engine work. With downpipes and more boost, higher figures again are possible
The risk when buying used: a modified car means more wear on the turbochargers, diverter valves, gearbox and clutch. The warranty lapses, and insurance cover may be at risk

A practical tip: Have a PIWIS diagnostic carried out. Look for the signs of modification: aftermarket downpipes, a changed intake, conspicuously strong performance on the test drive. Ask about it directly.

Body, cooling and the rest +

Stone chips: The wide rear wings are extremely prone to stone chips, almost a sandblasting effect. Check for paint protection film, and fit it if it is not there
Front radiators and condensers: they corrode from trapped leaves and stone chips. Inspect them regularly. €500-1,500 each
Fuel tank chafing: Porsche service bulletin ATI-2-1403: the fuel tank can chafe against the body. It appears as mileage builds. Raise it at the next service
Inner rear tyre wear: premature wear on the inner edge of the rear tyres, possibly made worse by the rear-axle steering. Check regularly and have the geometry measured if needed
Sunroof cassette: occasional reports of the sunblind cassette breaking. Check that it works on the test drive
PADM (engine mounts): the dynamic engine mounts (standard with Sport Chrono) can fail, giving a "PADM faulty" message. Replacement costs around €1,500. Less common than on the 991.1, but it happens

What is actually worth having?

Recommended options and advice on specification

Our view, for drivers and for investors.

The options you want +

Front axle lift: protects the front bumper from kerbs and ramps, and is worth its weight in gold day to day. Retrofitting is extremely expensive
LED headlights with PDLS+: the GTS has PDLS headlights as standard. The upgrade to PDLS+ (dynamic cornering light) is worth having if you drive at night
Paint protection film: not a factory option, but strongly recommended. The wide wings attract stone chips

Options worth recommending +

Rear-axle steering: makes the 911 noticeably more agile in tight corners and steadier at speed. The difference is real. Recommended for buyers with sporting intent
PCCB (ceramic brakes): roughly 50 per cent lighter than steel and effectively wear-free on the road. Essential for track-day use. But replacement is extremely expensive (€8,000-12,000 a set). For road use the standard Turbo brakes are enough
Sports suspension (10 mm lower): lower and firmer. Recommended for drivers with sporting intent, and comfort suffers only marginally
Sports Seats Plus (18-way): the best compromise between comfort and lateral support, and the best choice for everyday use

Options that add value (from an investment point of view) +

Special colours: Paint to Sample colours command clear premiums on the used market. Standard black and white are the most common and therefore add least. Particularly sought after: Miami Blue, Lava Orange and Crayon
The seven-speed manual: rarely ordered and much wanted. The last turbocharged GTS with a manual gearbox, and over the long term the feature that holds value best
Rear-wheel drive (C2): historically, enthusiasts have wanted rear-wheel-drive GTS models more than the four-wheel-drive versions. The Coupé holds value better than the Cabriolet
Leather with Alcantara detailing: the extended leather package with contrast stitching in Carmine Red or Chalk lifts the cabin and is wanted by collectors

The 991.2 GTS model bible

The complete knowledge: the Investor Dossier & Technical Compendium, in German

250 to 600 pages of specialist knowledge (depending on the edition) on the 991.2 Carrera GTS: weak points in detail, engine codes, equipment specifics, inspection checklists, production figures, value-adding options and price forecasts.

€97

incl. VAT

To the compendium (German)

Risk calculation

Running costs & risk calculation

The GTS is dependable, but the twin-turbo engine carries cost risks of its own.

Typical work & faults

Work / fault	Approx. cost	Note
Minor service	€800 - €1,200	Every 2 years / 30,000 km
Major service	€1,500 - €2,500	Every 4 years / 60,000 km
Water pump (replacement)	€1,500 - €2,500	A known problem (model year 2017 especially)
Turbocharger (per side)	€5,000 - €7,000	If the actuator fails (GTS turbochargers)
PDK gearbox replacement	10,000 - 15,000+ €	With a total failure of the mechatronics unit
PADM engine mount (each)	€600 - €900	Plus fitting (a wear part)
Set of tyres (staggered 20-inch)	€1,200 - €2,000	Depending on make and type
Front discs and pads	€1,800 - €2,800	The Turbo brake system
PCCB brake discs (set)	€8,000 - €12,000	Extremely rarely needed
Centre-lock maintenance	Variable	Special tool / paste
PDCC repair	2,000 - 4,000+ €	Hydraulic components
Radiator / condenser	€500 - €1,500	Stone chips (each)
Road tax (annual)	approx. €282	Euro 6 emissions class
Fully comprehensive insurance	€1,800-3,500+ a year	Depends heavily on your no-claims record

Market prices and investment, as at February 2026

Market prices & investment

The 991.2 GTS is the best driver’s car of the 991 range, and prices reflect it.

Category	Price range
Entry to the market (over 80,000 km)	from €95,000
Typical of the market (well kept, 30,000-60,000 km)	€105,000 - €130,000
The best cars (low mileage, under 20,000 km)	€130,000 - €155,000
Premium for the manual	roughly €5,000-15,000 over the PDK

What matters: rear-wheel drive (GTS) is wanted more than four-wheel drive (GTS 4). Manuals are rare and fetch enthusiast prices. Coupés hold value better than Cabriolets. The Targa 4 GTS is rare and sought after.

The strategic conclusion from 911Finder

For many, the 991.2 GTS is the best driver’s car of the entire 991 range. It combines the assurance of forced induction with GTS character, and it is the last GTS available with a manual gearbox. Investment tip: Look for a GTS Coupé with rear-wheel drive and a manual gearbox. Check the state of the water pump (has it been replaced?), the turbo actuators (any rattle?) and the centre locks. Cars from mid-2018 onwards have fewer water pump problems.

Against the 991.1 GTS: If you prefer the more emotional sound of the naturally aspirated engine and the appetite for revs at the top end, take the 991.1. If you want more torque, better response and more modern engineering, take the 991.2.

991.1 GTS against 991.2 GTS: the direct comparison

Feature	991.1 GTS (2014-2016)	991.2 GTS (2017-2019)
Engine	3.8-litre naturally aspirated (MA1 / X51)	3.0-litre twin-turbo (9A2 Evo / MDC.JA)
Power	430 PS / 440 Nm	450 PS / 550 Nm
0-100 km/h (PDK with Sport Chrono)	4.0 s	3.6 s
Top speed	306 km/h	312 km/h
Transmission	Seven-speed PDK or manual	Seven-speed PDK or manual
Weight (Coupé, manual)	approx. 1,425 kg	approx. 1,450 kg
Torque plateau	440 Nm at 5,750 rpm	550 Nm from 2,150 to 5,000 rpm
Character of the sound	High-revving and naturally aspirated, emotional	Turbocharged flat-six, assured
Daytime running lights	Round LEDs	Four-point LEDs
PCM / infotainment	PCM 3.1 (no CarPlay)	PCM 4.0 (Apple CarPlay)
PASM	Standard (often with the 20 mm lower sports set-up)	Standard
Main risk	Centre oil valve / high-pressure fuel pump / door trims	Water pump / turbo actuator
List price when new (Coupé)	from about €120,000 (2015)	from about €131,000 (2017)

The next step

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